Internal-combustion engine with inclined cylinders



1,634,017 June 28, 1927. G a. CAPPA INTERNAL COMBUSTION ENGINE WITHTNCLINED CYLINDERS Filed March 5, 1925 Patented June 28, 1927. t I I M rUNITED ,STATES PATENT OFFICE.

V GIULIO CESARE CAPPA, OF TURIN, ITALY. I INTERNAL-COMBUSTION ENGINEWITH INCLINED CYLINDERS.

Application'filed March 5, 1925, Serial No. 13376, and in Italy March12, 1924.

This invention has for its object improvepeller shaft 4 may actuate alsothe valve ments in internal'combustion engines of the. gear; in thiscase it will be provided with V type and is characterized by the factthat cams thus substituting the shafts 12, morethe crankshaft isperfectly symmetrical and over the crankshaft instead of four cranks sois provided with the driving gear of the as shown, may be provided withany numtransmission shaft in the symmetry plane, ber thereof, as theinvention may beused so that the main parts of the engine are op- -inconnection with engines having any numerated by the said driving gear.ber of cylinders and also in other construc- Owing to this arrangement,the advantage tions when convenient. V

I0 is obtained of reducing the torsional stress What I claim is:

- of the shaft and the deflection due to said An internal combustionengine of the V- stress. Moreover the construction of the typecomprising a two-part crank-shaft crankshaft and cam shaft is simplerthan in mounted in the plane bisecting the angle ordinary engines assaid members may withformed-by the two rows of the engine cylin- 15 outany inconvenience be constructed in two ders, a single gear in themiddle cross plane part V of the engine connecting the two parts of theThe perfectly symmetrical form of the encrank-shaft, a driving-shaftmounted above gine increases its facility of adaptation. the crank-shaftparallel to and in the same 7 The annexed drawing shows by way ofyertical plans of the latter, a single reduc- 0 520 example anddiagrammatically the invention ing gear centrally mounted on thedrivingapplied to an 8 cylinder aviation engine. shaft in mesh with thegear on the crank- Fig. 1 is a longitudinal section thereof on shaft,separate secondary-shafts mounted in line A-B of Fig. 2. said b1sect1ngplane below the crank-shaft Fig. 2 is a diagrammatic view of the drivandparallel to the latter, a separate opinion a; ing gears situated in theplane of symmetry onthe inner end of each secondary-shaft in indi at dby the line C-D ofFig. 1. mesh with the gear on the crank-shaft, sepa-Referring to the drawing, the reference 1 rate auxiliary-shafts mountedbelow the secdenotes the crankshaft, that may be divided ondary-shaftsin said bisecting plane, sepainto two parts connected together through arate pinions on the inner ends of the auX- gear 2, actuating by means ofa reducing iliary shafts in mesh with the pinions on the wheel 3, thedriving shaft 4 of the propeller. secondary-shafts, separate valve-gearshafts The same wheel 2 operatesby means'of a mounted above and parallelto the driving 7 series of pinions 5, 6 the secondary shafts shaft insaid bisecting plane, pinions on the 7 and auxiliary or cam shafts 8 foractuatinner ends of the valve-gear shafts, gear 35 ing the sparkingplugs, the oil pumps and teeth formed on the hub of the reducing gear aother auxiliary devices of the engine. on both sides of the latter, andpinions mesh- On the wheel hub 3 are arranged the pining with said gearteeth and the pinions on ions 9 actuating, through the intermediary heinn r n s of h v ve ge r Shafts. pinions 10 and wheels 11, the valvegear Intestimony that Iclaim theforegoing as. V 40 shafts 12. Y t myinvention, I have signed my name.

It will be seen that in some cases the pro- GIULIO GESARE CAPPA,

